Pneumatic-despatch-tube system.



No. 689,043. 'Patented' Dac., |7,|90I.

. E. A. FDRDYCE.

PNEUMATIG DESPATCI-I TUBE SYSTEM. (Applie'acion med Aug. a, mars.)4

(No Model.) 6 Sheets-Sheet I.

f` 'g V) V U//w//ea, m lm/d0?, 60W @W7 f No.v 689,043.

l Patented Dec. 4I7, |901.

E. A. FOBDYCE. PNEUMATIC DESPATCH' TUBE SYSTEM.

(Application lad Aug. 8, 1898.)

6 sheets-sheet 2.

(lo Indel.)

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. Paten'ted Dec. I7, |90I. E. A. FORDYCE. PNEUMATIC DESPATGH TUBE SYSTEM.

(Application led Aug. 3, 1898.)

6 Sheets-Sheet 3.

(up Model.)

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Patented Dec.,V I7, |901..

E. A. FOR'DYCE. PNEUMATIC DESPATCH TUBE SYSTEM.

(Application led Aug. 3, 189B.)

6 Sheets-Sheet 4.

(No Model.)

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No. 689,043. Patented Dec. I7, 190|. E. A. FBDYCE. FNEUMATIG DESPATCH TUBE SYSTEM.

(Application filed Aug. 3, 1898.1 (No Model.) 6 Sheeis-Sheet 5.

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UNirnD STATES' Tirion.

natuur EDMOND A. FORDYCE, OF CHICAGO, ILLINOIS.

SPECIFICATION forming part of Letters Patent N0.`689,043, dated December 17', 1901.

Application led August 8, 1898. Serial No. 687,586. (No model.)

To a/ZZ whom z5 may concern:

Beitknown that I, EDMOND A. FoRDYcn, ot Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Pneumatic-Despatch-Tube Systems, of which the following is a specification.`

This invention relates to pneumatic-despatch tubes, and has for its object to provide mechanism whereby the carriers may be readily introduced into and withdrawn from the System at the terminals thereof without materially reducing the air-pressure in the system, the operation being automatic except as to the placing of the carrier in the sending-terminal.

To these ends my invention consists in certain novel features, which I will now proceed to describe and will then particularly point out in the claims.

In the accompanying` drawings, Figure I is a diagrammatic'view of a system embodying` `my invention. Fig. 2 is a side elevation of the sending-terminal of the system, portions of the mechanism being shown in vertical section and the entire mechanism being shown in its normal position. Fig. 3 is a view similar to Fig. 2, showing the parts 4of the apparatus in the position which they assume after the introduction of a carrier into the sendingterminal and during its introduction into the system. Fig. 4 is a plan view ot' the receiving-terminal ot the system. Fig. 5 is a vertical sectional view of the same. Fig. 6 is an end elevation of the receiving-terminal; and Fig. 7 is a vertical sectional View of the sending-terminal, taken on the line 7 7 of Fig. 2 and looking in the direction of the ar- I'O\V. l

In the said drawings I have shown in Figs. 2, 3, and 7 that portion of the system which constitutes what is known as the sendingterminal. In said figures, l0 indicates the outgoing or sending tube, and ll the incoming or receiving tube, .the air circulating throughfsaid tubes, which are connected at the terminal in the manner indicated by the .arrowstliereom The terminal portion of the tube l0, which is indicated at 10% is that portion thereof into which the carrier is inserted when it is desired to send the saine through the said tube, and this terminal portion IO has provided at each of its ends` a valve. The valve 12, which is located at the outer end of the section 10a, serves the purpose of opening said section to the outer air for the purpose of permitting the insertion of a carrier thereinto, and it also serves to close the communication between the terminal section l0 and the outer air during that period of the operation of the apparatus in which the carrier is being forced from the terminal section into the main body of the tube. The valve 13, which is located at the inner end of the terminal section 10a, serves in its normal position, to close the communication between said terminal section and the body or main portion of the tube IO, said valve also serving to establish communication between these two parts during the introduction of the carrier from the terminal section into the main body of the tube and while the valve l2 is closed.

The return-tube ll is connected with a tube 14, which has a branch l5 connected with the main tube'at a point inward of the valve 13, and a second branch 1G, which connects with the terminal section l0 of the main tube l0 at a point inward from the valve 12 and between the valves l2 and 13. At the junction of the tube 14 and its branches l5 and 1G is located a valve 17, by means of which the air from the tube la may be directed either into the branch l5 or into the branch 16. The three valves l2, 13, and 17 are positively operated, so as to maintain certain definite relative positions. lVhen, as shown in Fig.` 2, the valve l2 is open, so as to establish communication between the outer air and the terminal section l0, the valve 13 is closed, so as to cut off the connection between said terminal section and the main body o f the tube lO, while the valve 17 is in such a position as to direct the return current of air from the tube la through the branch l5 into the main tube lO on theinner side of the valve 13, the branch 16 being closed. When, on the other hand, as shown in Fig. 3, the valve I3 is opened to establish communication between the terminal section l0a and the main body of the tube l0, the valve l2 is closed, so as to cut off communication between said terminal section a-nd the outer air, and the valve 17 is in such a position as to close the branch l5 and divert the return current of air through the branch 16 into the terminal section 10L back of the carrier. The several movements of these valves just referred to are effected by the following mechanism: 18 indicates a motor, which in the present instance consists of a cylinder 19, containing a piston 2O and controlled by a valve 2l, by means of which air under pressure may be introduced into either end of the cylinder by means of ports 22 and 23. This air may be conveniently supplied .by means 0f a pipe 24, which extends from the return-tube 1l to the valve-casing. The position of the, valve 21 may be controlled by means of a hand-lever 25, located in convenient proximity t0 the end of the terminal, said lever being connected by means of a rod 26 to an arm 27 on the axis of the valve 21. The piston 20 has connected to its piston-rod 28 an arm 29, to which is secured a rod or bar 30, mounted to slide in suitable guides. Upon the bar 30 is loosely mounted a sleeve 31, which is, however, adapted to be connected to ,said bar, so as to move in unison with the same', by means of asuitable clutch mechanism. I have shown for this purpose a dog 32, pivotally mounted on the sleeve 31 and adapted to have one of its ends engage a notch or slot 33 in the bar. The other end of the dog 32 is adapted to engage a xed projection 34, which is located in its path, so that when said dog engages said projection it will be lifted out of engagement with the notch 33 of the bar 30. The bar 30is also provided with a collar 35 or similar enlargement, which will engage the sleeve 31 when the bar moves in one direction and will cause said sleeve to move along with the bar. Thesleeve 31 is connected by means of a rod 36 with a crank-arm 37 on the axis of the valve 12, so that when motion is imparted to the sleeve 31 it imparts a quarter-turn or a movement through an angle of ninety degrees to the valve 12, so as to open or close the same, according to the direction in which the sleeve is moved. The bar 30 is provided near its other end with a similar sleeve 38, loosely mounted on the bar and provided with adog 39, which is adapted to engage with a notch or groove 40 in the bar and to be released from such engagement by contact with a fixed stop 41, located in its path of travel. The bar 30 is also provided with a collar 42, which is adapted to engage the sleeve 38 in one direction and cause the same to move along with the bar. The sleeve 38 is connected by a rod 43 with a crank-arm 44 on the axis of the valve 13, and said sleeve 38 is similarly connected by means of a rod 45 with a crank-arm 46 on the axis of the valve 17. There is also provided in the path of the arm 29 or a projection therefrom afinger 47, which is secured to a rod 48, mounted to slide in a suitable guide or guides 49, said rod being connected to an arm 50, secured to the axis of the valve 21. The operation of this portion of the apparatus is as follows:

The normalposition of the parts is that shown in Fig. 2 of the drawings, in which air under pressure is constantly passing from the tube 11 through the tube 14 and branch 15 to the tube 10, the valve 13 being closed and the valve 12 open. When it is desired to despatch a carrier, the same is introduced into the terminal-section 10i of the sending-tube through the open valve 12. The lever 25 is then moved so as to shift the valve 21 into a position to admit air under pressure through the port 23 back of the piston 20. Motion is thus imparted to the piston, the air on the other side thereof escaping through the port 22 and valve 21 to the exhaust-port. The motion of the piston 2O is imparted to the bar 30, and as the sleeve 31 is locked in position on said bar by reason of the engagement of the dog 32 with the notch 33 said sleeve moves along with the bar and through the connecting-rod 36 and crank-arm 37 rotates the valve 12 through a space of ninety degrees, thereby closing the same. As soon as this closing of the valve l2 has been effected the dog 32 comes in contact with the stop 34 and the sleeve is released from its connection with the bar. The bar continues to move in the same direction,whereupon the collar 42 comes into contact with the sleeve 38, and carrying the same along with it moves the dog 39 clear of the stop 4l. The dog then engages the notch 40 of the bar 30, and the sleeve 38 is moved along with said bar and through the medium of the connecting-rods 43 and 45 and the crank-arms 44 and 46 shifts the position of the valves 13 and 17. The valve 13 is so turned as to establish communication between the outgoing tube 10 and its terminal section 10, while the valve 17 is so turned as to divert the air into the branch 16 .and cause it to enter the terminal section 10a back of the carrier. The carrier is thereby forced out of the terminal section,ihrough the Valve 13 and into the main tube 10, through which it proceeds to its destination. The parts are now in the position shown in Fig. 3, and as the stroke of the piston 20 reaches its limit the projectionof the arm 29 comes in contact with the finger47 and through the rod 48 shifts the valve L21 so as to restore said valve to the position shown in Fig. 2, thereby placing the port 22 in communication with the air-supply pipe 24, while the port 23 is placed in communication with the exhaust. The piston 2O then moves back toward its original position, carrying along with it the bar 30. During the initial portion of this movement the sleeve 38 travels along with the barand by its connection with the valves 13 and 17 serves to close the former and to so turn the latter as to divert the air-current into the branch 15. After the valves 13 and 17 have been operated the dog 39 comes in contact with the stop 4l and the sleeve 38 is :released from its connection with the bar 30 and its motion ceases. bar 30 continues the collar 35 comes in c011- tact with the sleeve 3l and the dog 32 is re- ICO As the motion of the 'Y leased from the stop 34 and rengages the notch 33 of the bar 30. The movement thus imparted to the sleeve 3l1is transmitted to the valve 12 and opens the same. At this time the piston 2O has completed its stroke, and the mechanism comes to rest in its original position, as shown in Fig. 2.

. The receiving end of the system is constructed in the manner shown in detail in Figs. 4, 5, and 6 of the drawings. The tube l1 is provided at a point some distance inward from its end or terminal portion with a valve 51, and the terminal section proper, lla, is provided witha movable section 52. This movable section is normally in line with the remainder of the tube, but is adapted to be moved bodily in a direction at right angles to the line of the tube, while maintaining its parallelism therewith. This movable section is adapted to be operated by means of a Huid-motor 53, comprising a cylinder 54 and a piston 55, the rod 56 of which is connected to the said tube-section. Airis supplied to the cylinder 54 by means ot' a pipe 57, which is connected to the tube ll on the inner side of the valve `5l or from any other suitable source ot' supply. This pipe communicates through a port 58 with the interior of a valve-casing 59, in which is located a Valve 60, having a circumferential groove or port 6l. The valve-casing 59 is provided with an exhaust-port 62, open to the atmosphere, andwith a port 63, which is connected by a pipe 64 with the cylinder 54. The valve 60 is operated in one direction by means of an arm 65, which extends into the interior of the terminal portion l1 of the tube ll and is adapted to be struck by the carrier as the latter reaches the limit of its motion, and thereby moved so as to actuate the valve. The valve 60 is operated in the opposite direction by means of a bell-crank lever 66, which has an arm 67, located in the path of the movable section 52 of the tube and adapted to be engaged thereby. The valve 5l and movable tube-section 52 are op- 4 eratively connected, so that the movement of the tube-section out of its normal position in line with the remainder of the tube will close the valve, and thus prevent escape of air, while its return to its normal position will again open the valve and establish communication between said section and the remainder of the tube. In thc construction shown in the drawings the mechanism for this purpose consists of a cam-plate 68, secured to the tube-section and having a cam groove or slot (59, with which engages a roller or projection on a rod 7l, which is connected to a crankarm 72 on the axis of the valve 5l. This portion of the apparatus operates in the following manner: The incoming carrier, which is indicated in dotted lines at 73, passes through the open Valve 5l and striking against the rod 65 shifts the valve GO so as to cut ol'r" the communication between the pipes 57 and 64, and thus stop the supply of air under pressure to the cylinder 54. At the same time this movement of the valve 'establishes communication between the pipe 64 and the exhaust-port ,62, and the air is thus permitted to escape from the cylinder 54, allowing the piston 55 to descend by gravity and carrying along with it the tube-section 52. This downward movement of the tube-section closes the valve 51, and thus prevents the escape of air through the gap in the tube lett therein by reason of the movement of the section. This movement of the section carries along with it the carrier, which is thus rendered accessible, so as to permit of its removal therefrom.

In practice I prefer to provide means for positively aud automatically discharging the carrier from the movable section, and to this end I employa cylinder 74, containing a piston 75, the rod 76 of which is adapted to enter the movable tube-section when the same has reached the limit of its movement away from the main line of tubing. Air under pressure is admitted to the cylinder 74 by means of a pipe 77, connected with the pipe 57, or with any other suitable source of supply. The pipe 77 is provided with a valve 78, and said valve is provided with a crankarm 79, connected by a rod 8O with a lever 81, which extends into the path of the movable tube-section. The valve 78 is a three-way valve, which is adapted to connect the interior of the cylinder 74 either with the pressure-pipe 57 or with the atmosphere. The piston is held normally in the `position shown in detail in Fig. 5 of the drawings by a spring 82, while the valve 78 is normally held in such a position as to connect the interior of the cylinder with the outer air by means of a spring 83. It will be seen that as the tube-section 52 reaches the limit ot its motion away from the line of the main tube said section will come into contact with the lever 8l and through the medium of the rod 80 and crank-arm 79 will so move the valve 78 as to admit air under pressure intoV the interior of the cylinder 74. The piston'75 will thereupon move toward the tube-section and its rod 76 will enter said tube-section and abutting against the carrier therein will thrust the same out and clear of said tubesection. As soon as the tube-section returns or `starts to return to its normalfposition the spring 83 will shift the valve 78 `so as to cut oit the supply of air under pressure from the cylinder 74 and will place the interior of said cylinder in communication with the atmosphere, whereupon the spring 82 will return the piston and its rod to their normal position, as shown in the drawings. The return of the tube-section 52 to its normal position after the discharge ofthe carrier is eitected by reason of said tube-section striking against the arm 67 when it reaches the limit of its motion. This contact through the bell-crank lever 66 shifts the Valve G0 in such a manner as to return it to its original or normal position, as shown in Fig. 5 of the drawings. In

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this position the port 6l establishes communication between the pressure-pipe 57 and the pipe 64, and air under pressure being thus admitted to the cylinder 54 the piston 55 is raised, carrying along with it the tubesection 52, which is thus returned to its normal position in line with the main or body portion of the tube.

In order to assure the stopping of the carrier in proper position within the movable tube-section, I employ at the end of the terminal section 11a a spring-buffer 84, which is adapted to yield when the carrier strikes the rod to shift the valve 60, but which will react and return the carrier into position Within the movable section 52 of the tube. In order to prevent this recoil of the carrier from carrying it back clear of or partly beyond the movable section, there is provided within said section a spring-stop 85, which is adapted to yield to permit the passage of the carrier toward the end of the tube, but which will project. into the path of the carrier, so as to engage the same upon its return movement and prevent it from recoiling too far. The carrier is thus held in proper position within the movable tube-section between the buffer Stand stop 85. y

It will be understood, of course, that the return of the movable section 52 to its normal position opens the valve 51 through the medium of the connecting mechanism provided for that purpose, and thus resets the terminal in position for the reception of another carrier.

In practice the leakage of air between the ends of the tube-section 52 and the terminal section 11a of the main tube is sufficient to obviate the formation of an air-cushion such as would prevent the carrier from properly entering the movable tube-section and striking the buffer 84. Of course suitable provision may be made by apertures or the like in case these joints are sufficiently tight to permit the formation of an objectionable aircushion.

In practice the system comprising these receiving and sending terminals is organized substantially as shown in Fig. 1 of the draw-I ings, in which the receiving and sending terminals are respectively represented by the reference-letters S and R, a pair of such terminals being located at each station, and the two at one of the stations being directlyconnected in the manner described in referring to Figs. 2, 3, and?, while those at the other station are connected to a suitable pump (indicated by the letter P) through suitable tanks T and connecting-pipes, so that a continuous circulation is effected by the pump throughout the entire system, the air being drawn from the receiving-terminal at the pumping-station and forcedinto the sendingterminal.

It will be noted that not only is the receiving and discharge of the carrier entirely automatic, but the sending is substantially so,

the details of the construction set forthmay be made without departing from the principle of my invention. For instance, I have shown a particular form of valve comprising a cylindrical body adapted to rotate in a corresponding casing and arranged transversely of the tube or tubes which it controls, its diameter being. greater than the internal diameter of the tube and there being provided an opening or passage through the body of the valve at a right angle to its axis, which opening or passage is of a diameter equal to the internal diameter of the tube. This description applies of course to the valves 12, 13, and 51, the valve 17 being similar except that, it being a three-way valve the body thereof is eut away except a single segment of sufficient size to close either one ofthe branches 15 and 16; but it is obvious that instead of this preferred form of valve other Well-known forms, either sliding or rotary, may be employed without modifying the fundamental principles of operation of thev structure. Again, I have shown the motor for actuating the movable tube-section as one which is moved in one direction by air-pressure, the reverse movement being obtained by gravity, while the motor which ejects the carrier is operated in one direction by air-pressure and in the opposite direction by a spring. The motor by means of which the valves 12, 13, and 17 are actuated is one in which air-pressure is employed to move the piston in both directions. It is obvious that such a motor might be employed in all three instances or that the particular form of motor employed in any one of the 'three connections may be varied as desired. I therefore do not wish to be understood as limiting myself strictly to the precise details hereinbefore described, and shown in the drawings.

I claim- 1. In a pneumatic-despatch-tube system, a sending-terminal comprising a main tube having two separated valves therein, an air-supply tube having brauches which respectively communicate with the main tube at points inward of the valves therein, and a three-Way valve controlling the supply to said branches, wherebyithe air may be delivered into the main tube at a point inward of the inner maintube valve when said valve is closed, and whereby the air may be delivered at a point inward of the outer main-tube valve andbetween the two main-tube valves when the outer one thereof is closed and the inner one is open, substantially as described.

2. In a pneumatic-despatch-tube system, a

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sending-terminal comprisinga main tube having two separated valves therein, the outer one normally open and the inner one normally closed, an air-supply tube having branches which respectively communicate with the main tube at points inward of the valves therein, a three-way valve controlling the supply to said branches and normally open to the innermost branch, and mechanism for closing the outer main-tube valve, opening the inner main-tube valve, and so moving the threeway valve as to direct the air-current into the main-tube section between the two valves therein, substantially as described.

3. In a pneumatic-despateh-tube system, a sending-terminal comprising a main tube having two separated valves therein, the outer one normally open and the inner one normally closed, an air-supply tube having branches which respectively communicate with the main tube at points inward ofthe valves therein, a three-way valve controlling the supply branches and normally open to the inner branch, and mechanism for rst closing the outer main-tube valve and then simultaneously opening the inner main-tube valve and so moving the three-way valve as to divert the air-supply into that portion of the main tube between said main-tu be valves, substantially as described.

4. In a pneumatic-despatch-tube system, a sending-terminal comprisinga main tube having two separated valves therein, the outer one normally open and the inner one normally closed, an air-supply tube having branches which respectively communicate with the main tube at points inward of the valves therein, a three-way valve controlling the supply to said branches and normally open tothe inner branch, and automatic mechanism for iirst closing the outer main-tube valve, opening the inner main-tube valve, and so shifting the three-way valve as to deliver the airsupply between the main-tube valves, and for subsequently returning said valves to their normal positions, substantially as described.

5. In a pneu matic-despatch-tube system, a sending-terminal comprisinga main tube having two separated valves therein, the outer one normally open and the inner one normally closed, an air-supply tube having branches which respectively communicate with the main tube at points inward of the valves therein, a three-way valve controlling the supply to said branches and normally open to the inner branch, and automatic mechanism for first closing the outermaimtube valve, then simultaneously opening the inner main-tube valve, and so shifting the three-way valve as to divert the air-supply into the main tube between the valves therein, and forthen returning tirst the inner main-tube valve and three-way valve, and then the outer main-tube valve to their normal positions, substantially as described.

6. In a pneumatic-despatch-tube system,

the combination, with the main tube and separated valves therein, of an air-supply tube having branches connected with the main tube as described and having` a three-way controlling-valve, a reciprocating bar, a motor for actuating said bar once in each direc'- tion, and sleeves loosely mounted on said bar, one of said sleeves being operatively connected with the outer main-tube valve andthe other being operatively connected with the inner main-tube valve and three-way valve, and clutch mechanism for successively and dissimultaneously connecting said sleeves with and disconnecting them from said bar, substantially as described.

7. In a pneumatic-despatch-tube system, a receiving-terminal comprising a main tube having a section laterally a nd bodily movable in a direction transversely of the main tube to occupy a position parallel but out of line with said main tube, a valve in the main tube, and connecting mechanism, whereby said valve is closed when the movable section is displaced and is opened when the movable section is replaced, substantially as ldescribed.

8. In a pneumatic-despatch-tube system, a receiving-terminal comprising a main tube having a section laterallyand bodily movable vin a direction transversely ot' the main tube to occupy a position parallel but out of line with said main tube, means for closing the main tube when the movablevsection is displaced, and automatic mechanism controlled by the carrier for moving said section and the carrier therein out of line with the remainder ot the tube upon the arrivalof the carrier at the terminal, substantially as described.

9. In a pneumatic-despatch-tube system, a receiving-terminal comprising a main tube having a section laterally and bodily movable in a direction transversely of the main tube to occupy a position parallel but out of line with said main tube, means for closing the main tube when the movable section is displaced, and automatic mechanism controlled by the carrier for displacing and replacing said movable section upon the advent of the carrier therein, substantially as described.

lO. In a pneumntic-despatch-tube system, a receiving-terminal comprising a main tube having a section laterally and bodily movable in a direction transversely ot' the main tube to occupy a position parallel but out of line with said main tube, means for closing the main tube when the movable section is displaced, automatic mechanism controlled by the carrier for displacing said section upon the advent of the carrier therein, and automatic means for positively ejecting the carrier from said section when so displaced, substantially as described.

11. Inapneumatic-despatch-tubesystem,a receiving-terminal comprising a main tube having a section laterally and bodily movable in a direction transversely of the main tube to occupy a position parallel but out of IXO line with said main tube, means for closing the main tube when' the movable section is displaced,automatic mechanism controlled by the carrier for displacinga said section upon the advent ofthe carrier therein and for returning the same to its normal position, and automatic means for positively ejecting the carrier from said section when so displaced, su bstantiallyi as described.

l2. Ina pneu matic-despatch-tube system, a receiving-terminal comprisinpfa main tube having a section laterally and bodily movable ina direction transversely of the main tube to occupy a position parallel but out of line with said main tube, a valve inthe main tube, and automatic mechanism controlled by the carrier for moving said section out of line with the remainder of the tube upon the advent of the carrier therein and closing the said valve and for returning said section and valve to their normal positions, substantially as described.

13. In a pneumatic-despatch-t ube system, a receivitig-terminal comprising a main tube having a set-tion laterally v,and bodily movable in a direction transversely of the main tube to occupy a position parallel but out of line with said main tube, a valve in the main tube, automatic mechanism controlled bythe carrier for displacing and replacing said section upon the advent of the carrier therein and simultaneously closing and openingr said valve, andmeans for automatically and positively ejecting the carrier from said section While displaced, substantially as described.

14. In a pneu matic-despatch-tube system, a receiving-terminal comprising a main tube having a section bodily movable out of line with the remainder thereof, a cylinder having a piston connected to said section, a valve controlling the admission and exhaust of pressure fluid to and from said cylinder, means actuated by the carrier for moving said valve in one direction, and means actuated by the movable section for actuating said valve in the opposite direction, substantially as described.

15. In a pneumatic-despatch-tube system, a receiving-terminal comprising a main tube having a separated section bodily movable out of line with the remainder thereof, automatic mechanism for displacing and replacing said section upon the advent of a carrier" therein, and a cylinder and piston located in line with said section when displaced and lavimgT a controlling-valve which is actuated by said section to cause the piston-rod to be projected into said section to discharge the carrier therefrom, substantially as described.

E DMOND A. FORDYOE.

Witnesses:

FREDERICK C. GOODWIN, IRVINE MILLER. 

